Car heater and ventilator



(No Model.)

; Paented Dec. 25, 1894.

WITNESSES:' NVENTOR;

- flfl ATTORNEY (No Model.) 4.Sheets-Sheet 2.

L. A. PEOKHAM- GAR HEATER AND VENTILATOR.

No. 531,559. Patented D55. 25, 1894.

(No M del.) 4 Sheets-Sheet 3.

- L. A-, PBUKHAM.

GAR HEATERAND VBNTILATOR.

Patented Dec. 25, 1894.

INVENTOR:

WITNESSES.-

ATTORNEY.

was was m1. momuma, wmpmovn u c L. A. PEOKHAMQ CAR HEATER VENTILATOR 4 kheet 4,

(No M m- Patented Dec. 25, 1894.

@IMQ

INVE R. I

$.02; ORNE Ill! . I UNITEDST TESPALTENT OFFIC LUTHERA. E KH M, or.oswEeo FALLS, NEW YORK.

oA HEATER AND VEN TILATO.R.,

SPECIFICATION forming part of Letters Patent No. 531,559, dated.December 25, 1894.

1 Application filed February 14, 1894. Serial No. 500,125: (No model.) i

To all whom it may concern;

- 'Be it known that 1, LUTHER A. PECKHAM,

of Oswego Falls, in the. county of Oswego, in the State of New York,have invented new and useful Improvements in Car Heaters andVentilators, of which thefollowing,taken in connection with theaccompanying drawings, is a full, clear, and exact description.

This invention relates to a system of heating as well as cooling andventilating railway cars; and the invention consists in a novelorganization of heating and ventilating appliances connected to thelocomotive and cars and made adjustable so as to permit said appliancesto be used either interchangeably or conjointly, all as hereinafter morefully described andset forth in the claims.

In the annexed drawings'Figure 1 is a side elevation of a section of "atrain of cars equipped with my invention,;aportion of the side of thecar being broken away to better illustrate the invention. Fig'. 2 is anenlarged plan view of the smoke stack of the locomotive with thefunnel'ends of the pipes for receiving the air to be used for heating,ventilating or cooling the cars. Fig. 3 is an enlarged verticallongitudinal section of that portion of the train which carries the airheaters and'the'means for conducting the air to and from said heaters.Figs. le-and 5 are horizontal sections respectively "on lines Y-Y andX'X-' in Fig. 3. Fig. 6 is an enlarged front end .view of one of thefunnels of the main air receiving pipes. Fig. 7 is partly a side viewand partly a longitudinal section of said funnel. Fig. 8 is alongitudinal section of one of thecouplings of one of the aforesaidair-receiving pipes. Figs. 9, 10, 11, and 12 are transverse sections ofvarious forms of. the air distributing pipes and their connections withthe valves bywhich they communicate with the interior of the car. Fig.13 is partly a side elevation and partly a vertical longitudinalsection'of a modification of th'e'arrangement'of the car heating andventilating appliances to a train of cars. Fig. 14: is an enlargedhorizontal section in line ZZ, Fig. '13. Fig. 15 is an enlarged verticaltransverse section of the valve through which the car receives the airfor either ventilating or heating said car, and

Fig. 16 is a transverse section of the main e-erepresent the mainair-receiving pipes which extend lengthwise over the locomotive B andtender B and are secured to the cab and to opposite sides of thesmoke-stack -a which latter attachment I prefer to form of a collardembracing the stack and fastened thereto and having extending from'ittwo arms terminating with sleeves cZ'-d'- through which the pipes -eepass as shown in Fig. 2 of the drawings. The front end of each of saidpipes is funnel-shaped 'and in order to allow said funnel to be closedwhen desired,'I attach to the funnel a cap A' which is provided .withradial slots A" as more clearly the center of said cap is pivoted thedamperrod 19 which extends lengthwise of the interior of the pipe -e--and has a handle a'- attached to it preferably at or near the cab of thelocomotive so as to be easy of access for the engineer or fireman, saidhandle protruding through a slot in the side of the pipe and havingsecured to it a collar awhich .loosel'y einbraces the pipe so as to turnwith the-handle and maintain the slot closed. The attachment of thehandle to said collar also vided with radial slots corresponding tothose of the cap. Thus byaturning said rod the damper can be turned toeither open .or close the'slots of the cap.

Immediately back of the funnel-shaped end of the pipe 'e said pipe isprovided with secondary adjustable air-inlets consisting of ports -16-in the sides ofthe pipe and surrounded by revoluble sleeve or damper 5-which is provided with a suitable lever or handle'5'5- for turning itand has corresponding ports which can be made to register with the ports-16- and thus open said ports when desired forthe purpose hereinafterexplained. This portion of the'pipe I e is surrounded by a tube A-fastened to and extending rearwardfrom the 7 shown in Figs. 6'and 7 ofthe drawings. In 1 funnel-shaped portion of the pipe and larger indiameter than the pipe to form air passages -e'- from the rear end ofthe tube to the ports 16 as shown in Fig. 7 of the drawings. The purposeof said secondaryadjustable air-inlets is to permit the front damper-a"'-- to be closed to exclude as much as possible snow, sleet and rainfrom the interior of the pipe -e, and permit the air to enter throughsaid ports 16--, which are shielded by the tube A. 7 To the exterior ofthe rear end of the tub A is attached an outwardly and forwardlyextending flange e"-- which I designate the sleet guard, its purposebeing to more elfectually prevent sleet from entering the passages eandports -16- when opened.

-O represents an air-heating chamber which may be formed either in arearward extension of the tender B as shown in Fig. 13 of the drawingsor in the front end portion of a car as illustrated in Figs. 1 and 3 ofthe drawings. This chamber is divided into two upper and two lowercompartments bya horizontal partition -C' and avertical partition C".Said partitions are provided with ports 2-2 through which they cancommunicate with each other. By means of dampers 1-- and3- said portscan be closed when desired for the purpose hereinafter explained.

In each of the lower compartments is located a sufficient number ofsteam or hot water radiators -i-z' which may be of any suitable andwellknown construction, to heat the air which is introduced into thecompartments by the separate air receiving pipes eeeach of which isprovided with two discharge spouts -e communicating respectively withone of the upper and one of the lower compartments of the chamber C andprovided with valves 'r rto direct the air current to either of saidcompartments.

The radiators -z'--iare heated either by steam or hot water conductedthereto by a pipe -nleading from the boiler of the 10- comotive rearwardand connected to the radiators by branch pipes provided with valves mmwhich can be closed when desired to cool the radiators. --nrepresentspipes leading from the radiators to the water-tank of the tender tofacilitate the circulation of the hot water or steam through theradiators and heat the radiators more efiectually and after performingthis main function serve to incidentally heat the water in the tank.

In each of the upper compartments of the chamber -C are located rotaryfans '-H 11- having their air receiving mouths h h open to therespective compartments.

The dischargepipes --15-15 extend from the fans lengthwise of the traineither through the interior of the cars as shown in Figs. 1 and 3 of thedrawings, or on top of the cars as represented in Fig. 13 of thedrawings. Said pipes are provided with suitable flexible couplings-g-g-- between the cars to yield to the vibrations or rocking motion ofthe cars. The pipes -15-15 have connected to them suitable valves -77-through which said pipes communicate with the interiors of the cars.

My preferred form of the valve 7- is more clearly illustrated in Fig. 15of the drawin gs, and it consists of the nozzle -8-- which isprovidedwith ports 9- in its side and is surrounded by the skeleton cage -6,which supports the valve -10-- which loosely embraces the nozzle and hasits stem passing through and pivoted in the lower end of the cage andprovided with a suitable handle by which to turn it and thereby open orclose the valve.

The fans -H--H may be driven by an engine -P- receiving steam eitherdirect from the boiler of the locomotive or through the medium of asteam drum -N-- connected by suitable pipes to the aforesaid boiler andto the steam chest of the engine P- as represented in Fig. 14 of thedrawings, or by a gear-wheel -P' attached to the fan-shaft as shown inFig. 40f the drawings and deriving motion from a gear mounted on one ofthe axles of the tender or car not necessary to be illustrated.

In order to adapt the apparatus to ventilating the cars, I attach toeach fan I-I- at a point diametrically opposite the attachment of thepipe 15-, a pipe --t-- which taps the pipe 15- between the fan andnearest valve -7. Another pipe t-- in line with the pipe t-- extendsfrom the fan to the section of one of the pipes -ewhich communicateswith the lower compartment of the chamber --C as shown in Figs. 1 and 3of the drawings, the intersection of said pipes being below the valve--1" for the purpose hereinafter described, and for this same purposethe pipes --t and tare provided with the valves --'u, u-- and theportions of the pipe -15 adjacent to the fan are provided with valves-uu-.

The operation of the described apparatus is as follows: When the carsare to be heated, either the damper -a"'- or damper--5 on the front endof the pipe -e is to be opened, according to the condition of theweather, the valve -ron the rear end of said pipe is to be closed, thevalve 'r' on the downward branch of said pipe is to be opened, and alsothe dampers 1- and --33, valves uu-and valves -77--in the cars to bebeated, and the valves -u'-u to be closed. The valves --mm being openedto admit steam into the radiators -ii-- causes the chamber -G to beheated. The air entering the pipes -efrom the front end thereof isconducted to the said heated chamber. The fans -H-- rotating in thedirection indicated by an arrow in Fig. 3 of the drawings, causes theheated air to be drawn from the chamber --C- and forced through the pipe--15- and IIO valves -'7 into the cars. In moderate damper 1 and upperdampers -3- in one of the lower compartments can be closed and the steamexcluded from the radiators in the latter compartment. In case the trainhas to pass through a tunnel, the front valves or dampers aare to beclosed to exclude smoke and gas from the pipes e.

When it is desired tosimultaneously ventilate and heat the cars, thevalves uof the fan in one compartment are to be closed and the valvesu'u' in said compartment opened and the adjacent valves 4"- r' of thepipe eleading to said compartment are to be closed while the valves inthe other compartment and their companion valves remain adjusted asbefore described. Then one fan draws the foul air from the cars andforces it into the heating chamber to be reheated and rarefied while ithe other fan forces said rarefied air through the pipe 15 into thecars.

In hot weather the steam is cut off from the radiators and thus the coldair entering the chamber C, through the pipes ee is forced into the carsby the fans -HH. 4 In order toallow the heating and ventilat ingapparatus to be operated without taking the air through the pipes ee,the chamber O is provided with a direct air inlet 0- provided with adamper J'- as shown in Fig. 3 of the drawings.

The pipe-l5 may be made of different shapes in cross-sectionand providedwith a jacket R as shown in Figs. 9, 1O, 11, and 12 of the drawings.

The upper compartments of the chamber C-, I preferably provide with adirect air inlet -0- from the exterior of the chamber as shown in Fig.13 of the drawings, said inlet being provided with a suitable damper Jfor opening and closing the same as may be desired. When the cars are tobe heated, said inlet is to be closed, and when the cars are to becooled and ventilated, said inlet is to be opened.

What I claim isp 1. Acar-heating and ventilating apparatus consisting oftwo sets of heaters disposed in separate compartments in a car, two setsof rotary fans likewise in separate compartments in said car,communicating ports in .the partitionsjof said compartments, dampers foropening and closing said ports, separate cold air inlets to therespective compartments, valves controlling said inlets, separate pipesextending from the fans and communicating with the cars of the train,suction-pipes attached to the fans and communicating with the aforesaidcars, and valves connected to the aforesaid pipes for controlling thecurrents of air to and from the cars as set forth.

2. Acarheating and ventilating apparatus consisting of a chamber dividedinto compartments by vertical and horizontal partitions provided withports through which to communicate with each other, dampers for openingand closing said ports, heaters in the lower compartments, rotary fansin the upper compartments to receive the air therefrom, mainair-conducting pipes extending from the fans and communicating with theinteriors of the cars, branch pipes connecting the said main pipes tothe fans at points diametrically opposite the attachment of the mainpipes, pipes attached to the fans in lines with the branch pipes andleading to the lower compartments, and valves connected to the aforesaidmain pipes and branch pipes substantially as and for the purpose setforth.

3. In combination with the air-conducting pipe extending lengthwise ofthe car, the

nozzle -8- provided'with ports in its sides,

the skeleton cage 6 surrounding said nozzle, and the valve 10 pivoted tosaid cage substantially as described and shown.

4. The combination of the air-receiving pipe e formed with a funnelshaped front end and provided with the cap A' having slots A"A-, the rod19 extending lengthwise of the interior of said pipe and pivoted to saidcap, the damper aattached to said rod, the collar a loosely embracingthe pipe, and the lever a' attached to the rear end of the rod l9 and tothe aforesaid collar, said lever passing through a transverse slot inthe pipe and affording means for turning the rod as set forth.

5. The combination of the air-receiving pipe e formed with afunnel-shaped front end and provided with a slotted cap A' and the ports16 back of the funnel, the damper a"' pivoted to the cap, and thecylindrical damper -5- embracing the pipe back of its funnel end wherebythe front of said pipe may be closed to exclude snow, sleet and rain,and the side ports of the pipe opened to admit air substantially as setforth.

6. The combination of the pipe e formed with a funnel-shaped frontendand provided with the slotted cap -A'- and with ports 16 back of thefunnel, the damper a" pivoted to said cap, the cylindrical damper -5embracing the pipe back of its funnel, the tube A extending from thefunnel rearward, and the flange e" attached to the rear end of said tubeand extending outward and forward therefrom substantially as and for thepurpose set forth.

In testimony whereof I have hereunto signed my name this 27th day ofJanuary, 1894:-

Witnesses: WM. KOEHLER,

O. L. BENDIXON.

no I

